Aircraft sanitization systems and devices

ABSTRACT

An aircraft sanitization system is disclosed. The aircraft sanitization system includes a frame and a tray that is operatively coupled to at least first two corners of the frame and is rotatable about a pivot axis. The tray is configured to be in one of a locked state and an unlocked state based on rotation about the pivot axis. In the unlocked state the tray is at an angle greater than zero with respect to the frame and in the locked state the tray is at an angle equal to zero with respect to the frame. The aircraft sanitization system further includes a set of Ultraviolet (UV) Light Emitting Diodes (LEDs) attached on an exposed surface of the frame. The set of UV LEDs is configured to sanitize the tray when the tray is in the locked state.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of and is a divisional of co-pendingU.S. application Ser. No. 16/879,935 filed on 21 May 2020, which ishereby expressly incorporated by reference in its entirety for allpurposes.

TECHNICAL FIELD

This disclosure relates generally to sanitization systems, and moreparticularly to aircraft sanitization systems and devices.

BACKGROUND

In times of pandemics, monitoring contamination of surfaces due topathogenic microorganisms (for example, a virus or a bacteria) is ofparamount importance. Sanitizing frequently contacted surfaces, such assurfaces within an aircraft, is as necessary as sanitizing body parts tocontain a pandemic without disrupting international trade and travels. Apathogenic microorganism may remain active on a surface for days, thusenabling a rapid transmission of infection. By way of an example, apathogenic microorganism may be Coronavirus, Ebola virus, Nipah virus,Salmonella typhi, Mycobacterium tuberculosis, or the like. A localoutbreak of an epidemic such as COVID-19 may be transmitted nationallyor internationally at an increased rate through flight travels. Flighttravel is severely restricted in times of such outbreaks, inflictingsocial and economic damages to countries.

Ultraviolet (UV) light waves in a wavelength range of 100 nano-meter(nm) to 280 nm are germicidal in nature. The germicidal wavelength rangeof UV corresponds to short-wavelength UV, also known as UV-C. Sincedevelopment of UV-C Light Emitting Diodes (LEDs), which are inexpensiveand energy efficient, UV-C is used in sterilizing surfaces, water, orair.

In the present state of art, techniques for sanitizing surfaces usingUV-C light exist. However, the existing techniques do not provide for aholistic sanitization system and are limited to few surfaces andenclosures in an aircraft such as galley, air ducts, aircraft cabin, andlavatory. Further, the techniques require absence of passengers or crewmembers for sanitization using UV light. However, surfaces such astrays, handles of overhead storage bins, and handles of lavatories arefrequently contacted by multiple passengers and crew members during anongoing flight.

There is, therefore, a need for systems and devices for sanitizingaircraft surfaces in duration of the flight at frequent intervals tocontain transmission of pathogenic microorganisms in an aircraft.

SUMMARY

In one embodiment, an aircraft sanitization system is disclosed. In oneexample, the aircraft sanitization system includes a safety beltcomprising a first portion affixed to a first fabric part of the safetybelt and a second portion affixed to a second fabric part of the safetybelt. The first portion is configured to receive the second portion forfastening the safety belt. The aircraft sanitization system furtherincludes a first stowage encasing configured to completely enclose thefirst portion. The first stowage encasing includes a first inner wallconfigured to surround an outer surface of the first portion. The firststowage encasing further includes a first set of Ultraviolet (UV) LightEmitting Diodes (LEDs) affixed to the first inner wall and configured tosanitize the outer surface of the first portion. The first stowageencasing further includes a tongue configured to cooperate with thefirst portion of the safety belt. The first stowage encasing furtherincludes a second set of UV LEDs attached on a surface of the tongue andconfigured to sanitize an inner surface of the first portion. Theaircraft sanitization system further includes a second stowage encasingconfigured to enclose the second portion. The second stowage encasingincludes a second inner wall configured to surround the second portion.The second stowage encasing further includes a third set of UV LEDsaffixed to the second inner wall and configured to sanitize the secondportion.

In another embodiment, an aircraft sanitization system is disclosed. Inone example, the aircraft sanitization system includes a frame. Theaircraft sanitization system further includes a tray operatively coupledto at least first two corners of the frame and is rotatable about apivot axis. The tray is configured to be in one of a locked state and anunlocked state based on rotation about the pivot axis. In the unlockedstate the tray is at an angle greater than zero with respect to theframe and in the locked state the tray is at an angle equal to zero withrespect to the frame. The aircraft sanitization system further includesa set of UV LEDs attached on an exposed surface of the frame. The set ofUV LEDs is configured to sanitize the tray when the tray is in thelocked state.

In yet another embodiment, an aircraft sanitization system is disclosed.The aircraft sanitization system includes an armrest comprising a pocketand a top lid. The pocket is configured to store a tray and the top lidis configured to cover the pocket. The aircraft sanitization systemfurther includes a retractable mechanism enclosed in the pocket. A firstend of the retractable mechanism is removably attached to the tray and asecond end of retractable mechanism is fixed within the pocket. Theretractable mechanism is configured to extract the tray from the pocketin an open state. In the open state the tray is at least partiallyoutside the pocket. The retractable mechanism is further configured toretract the tray into the pocket in a closed state. In the closed statethe tray is completely inside the pocket. The aircraft sanitizationsystem further includes a first set of UV LEDs affixed on each innerwall of the pocket. The first set of UV LEDs is configured to sanitizeeach surface of tray, when the tray is in the closed state.

In another embodiment, an aircraft sanitization device is disclosed. Theaircraft sanitization device includes a curved enclosure operativelycoupled to a first surface of an enclosed area. At a first position thecurved enclosure at least partially encloses a handle affixed to thefirst surface. The handle enables access to the enclosed area. Thecurved enclosure further includes an inner surface facing the firstsurface at the first position of the curved enclosure. The curvedenclosure further includes an outer surface facing away from the firstsurface at the first position. The aircraft sanitization device furtherincludes a set of UV LEDs affixed to the inner surface. The set of UVLEDs is configured to sanitize the handle. The aircraft sanitizationdevice further includes at least one switch placed on at least one ofthe first surface and a second surface of the enclosed area. Each of theat least one switch is activated in a closed state of the enclosed areaand each of the at least one switch is deactivated in an open state ofthe enclosed area. The aircraft sanitization device further includes atleast one locking mechanism. The at least one locking mechanism isconfigured to engage with the first surface in the closed state. The atleast one locking mechanism is further configured to disengage with thefirst surface in the open state. The aircraft sanitization devicefurther includes a controller communicatively coupled to each of the setof UV LEDs, the at least one switch, and the at least one lockingmechanism. The controller is configured to activate the set of UV LEDs,when each of the at least one switch is activated and the lockingmechanism engages the first surface in the closed state.

It is to be understood that both the foregoing general description andthe following detailed description are exemplary and explanatory onlyand are not restrictive of the invention, as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constitute apart of this disclosure, illustrate exemplary embodiments and, togetherwith the description, serve to explain the disclosed principles.

FIG. 1 illustrates an exemplary aircraft cabin where various embodimentsmay be employed.

FIG. 2 illustrates multiple views of an aircraft sanitization system forsanitizing a first portion of a safety belt, in accordance with anexemplary embodiment.

FIG. 3 illustrates multiple views of an aircraft sanitization system forsanitizing a second portion of a safety belt, in accordance with anexemplary embodiment.

FIG. 4 illustrates multiple views of an aircraft sanitization system forsanitizing a tray, in accordance with an exemplary embodiment.

FIG. 5 illustrates multiple views of an aircraft sanitization system forsanitizing a tray, in accordance with an exemplary embodiment.

FIG. 6 illustrates multiple views of an aircraft sanitization system forsanitizing a foldable tray, in accordance with an exemplary embodiment.

FIG. 7 illustrates multiple views of an aircraft sanitization device forsanitizing a handle of an overhead storage bin, in accordance with anexemplary embodiment.

FIG. 8 illustrates multiple views of an aircraft sanitization device forsanitizing a handle of an overhead storage bin, in accordance withanother exemplary embodiment.

FIG. 9 illustrates multiple views of an aircraft sanitization device forsanitizing a handle of a closed compartment, in accordance with anexemplary embodiment.

FIG. 10 illustrates multiple views of an aircraft sanitization devicefor sanitizing a handle of a closed compartment, in accordance withanother exemplary embodiment.

DETAILED DESCRIPTION

Exemplary embodiments are described with reference to the accompanyingdrawings. Wherever convenient, the same reference numbers are usedthroughout the drawings to refer to the same or like parts. Whileexamples and features of disclosed principles are described herein,modifications, adaptations, and other implementations are possiblewithout departing from the spirit and scope of the disclosedembodiments. It is intended that the following detailed description beconsidered as exemplary only, with the true scope and spirit beingindicated by the following claims. Additional illustrative embodimentsare listed below.

In FIG. 1, an exemplary aircraft cabin 100 where various embodiments maybe employed, is illustrated. The aircraft cabin 100 may include aplurality of passenger seats (for example, a passenger seat 102 a, apassenger seat 102 b, a passenger seat 104 a, and a passenger seat 104b), a plurality of overhead bins (for example, an overhead bin 106 andan overhead bin 108), and a lavatory 110. Each of the plurality ofpassenger seats may include a safety belt (for example, a safety belt112). In an embodiment, the passenger seat 102 a may include an armrest114 a and the passenger seat 102 b may include an armrest 114 b.Further, each of the armrest 114 a and the armrest 114 b includes apocket (for example, a pocket 116), a tray (for example, a tray 118),and a top lid (for example, a top lid 120). The pocket may be configuredto store the tray and the top lid is configured to cover the pocket,when the tray is enclosed within the pocket. Further, the tray may be inan open state or a closed state. It may be noted that in the open statethe tray is at least partially outside the pocket and in the closedstate the tray is completely inside the pocket. In the passenger seat102 a, the tray 118 is in an open state, while in the passenger seat 102b, the tray is in the closed state, covered by the top lid 120. This isfurther explained in detail in conjunction with FIG. 5.

The passenger seat 104 a may include a rear surface. A frame (forexample, a frame 122) may be affixed to the rear surface. Further, atray (for example, a tray 124 a or a tray 124 b) may be operativelycoupled to at least first two corners of the frame and the tray as aresult is rotatable about a pivot axis (not shown in FIG. 1). The traymay be in an unlocked state, such that, in the unlocked state the trayis at an angle greater than zero with respect to the frame.Alternatively, the tray may be in a locked state, such that, in thelocked state the tray is at an angle equal to zero with respect to theframe. In other words, the tray is completely in contact with the frame.Additionally, a latch (not show in FIG. 1) may cooperate or engage withthe tray. To this end, the tray may be provided with an indentation,cavity, or a protrusion, which the latch may engage with in the lockedstate. In the unlocked state, the latch may disengage the tray. The tray124 a is in the unlocked state and the tray 124 b is in the lockedstate. This is further explained in detail in conjunction with FIG. 4.

Each of the passenger seats is also provided with a safety belt, forexample, the safety belt 122. The safety belt may include a firstportion affixed to a first fabric part of the safety belt and a secondportion affixed to a second fabric part of the safety belt. The firstportion, for example, may be the female portion of a buckle used tofasten the seat belt. The second portion, for example, may be the maleportion of the buckle. Thus, it may be noted that the first portion isconfigured to receive the second portion for fastening the safety belt.This is further explained in detail conjunction with FIG. 2 and FIG. 3.Further, each of the plurality of overhead bins may include a handle(for example, a handle 126 a or a handle 126 b). Further, the lavatory110 may include a handle 128.

As will be appreciated, during a flight, various aircraft surfaces maybe contacted by human body parts (for example, fingers, hands, arms,elbows, etc.). By way of an example, the aircraft surfaces may include,but may not be limited to, the safety belt 112, the tray 118, the trays124 a and 124 b, the handles 126 a and 126 b, and the handle 128. It maybe noted that the human body parts may be a source of contamination.Communicable diseases may be transmitted through contamination in atleast one of the aircraft surfaces. By way of an example, thecommunicable diseases may include, but are not limited to Coronavirusdisease (COVID-19), Ebola virus disease, H1N1 infection, Nipah virusinfection, Salmonella infection, tuberculosis, and the like. Therefore,each of the aircraft surfaces may require sanitization at regularintervals even during the duration of the flight.

To achieve this, a plurality of sets of Ultraviolet (UV) Light EmittingDiodes (LEDs) may be affixed at various locations of the aircraft cabin100. The plurality of sets of UV LEDs may be configured to sanitize eachof the aircraft surfaces. As will be appreciated, light in a wavelengthrange of UV is germicidal. An exposure to UV light for a predefinedthreshold time may sanitize each of the aircraft surfaces. However, theUV light may be required to avoid human contact as UV light iscarcinogenic. Thus, sanitization by way of UV light of each of theaircraft surfaces may be performed either in an absence of passengers orcrew members on board the aircraft or in isolation from human contactwhile the aircraft is airborne and operational. This is discussed indetail in conjunction with FIGS. 2-10.

Referring now to FIG. 2, multiple views of an aircraft sanitizationsystem 200 for sanitizing a first portion 202 of a safety belt isillustrated, in accordance with an exemplary embodiment. The safety beltmay be the safety belt 112 of the aircraft cabin 100. The multiple viewsof the aircraft sanitization system 200 may include a perspective view204 a, a perspective view 204 b, a top view 204 c, a side view 204 d,and a front view 204 e. The aircraft sanitization system 200 may includea first portion 202 (which may be the female portion of a buckle) of asafety belt (for example, the safety belt 112) affixed to a first fabricpart 206 of the safety belt. It may be noted that the safety belt mayinclude a second portion (not shown in FIG. 2 and which may be the malepart of the buckle) affixed to a second fabric part (not shown in FIG.2) of the safety belt. The first portion 202 is configured to receivethe second portion for fastening the safety belt. The second portion andthe second fabric of the safety belt are explained in detail inconjunction with FIG. 3. The perspective view 204 a illustrates thefirst portion 202 and the first fabric part 206 of the safety belt. Theaircraft sanitization system 200 may further include a first stowageencasing 208. It may be noted that the first stowage encasing 208 isconfigured to completely enclose the first portion 202 in order tosanitize it.

The first stowage encasing 208 may include a first inner wall 210, afirst set of UV LEDs 212, and a tongue 214. It may be noted that thefirst inner wall 210 may be configured to surround an outer surface ofthe first portion 202. Further, the first set of UV LEDs 212 may beaffixed to the first inner wall 210. The first set of UV LEDs 212 may beconfigured to sanitize the outer surface of the first portion 202. Insome embodiments, the first set of UV LEDs 212 may include at least oneUV-C LED. Further, the tongue 214 may be configured to cooperate withthe first portion 202 of the safety belt 112. The perspective view 204 billustrates the cooperation between the tongue 214 and the first portion202. In the perspective view 204 b, it is depicted that upon completeinsertion of the first portion 202 inside the first stowage encasing208, the tongue 214 may lift up a flap 202 a of the first portion 202,in order to sanitize an inner wall (not shown in FIG. 2) of the flap 202a and an area of the first portion 202 that is covered by the flap 202a, before being lifted. It may be noted that the tongue 214 may be fixedwithin the first stowage encasing 208 and may be at least partiallyinside the first portion 202. In another embodiment, the tongue 214 maybe completely inside the first portion 202.

A second set of UV LEDs 216 may be attached on each surface of thetongue 214. The second set of UV-C LEDs 216 is illustrated in the frontview 204e. It may be noted that the second set of UV LEDs 216 may beconfigured to sanitize an inner surface of the first portion 202. In anembodiment, the second set of UV LEDs 216 may sanitize the inner wall(not shown in FIG. 2) of the flap 202 a and an area of the first portion202 that is covered by the flap 202 a, before being lifted In someembodiments, the second set of UV LEDs 216 may include at least one UV-CLED. The top view 204 c illustrates the first portion 202 enclosed bythe first stowage encasing 208. The side view 204 d illustrates thecooperation between the tongue 214 and the first portion 202. The frontview 204 e illustrates the first portion 202 enclosed by the firststowage encasing 208.

In some embodiments, the first stowage encasing 208 includes a firstslit 218 (depicted in the side view 204 d), which is configured toreceive the first fabric part 206. The first slit 218 may include afirst pair of rollers (not shown in FIG. 2) that may cooperate with thefirst fabric part 206. In other words, the first fabric part 206 maypass through the first slit 218 and is then affixed or attached to thefirst portion 202. It may be noted that the first pair of rollers enablethe first stowage encasing 208 to slide over the first fabric part 206in order to enclose the first portion 202. As discussed earlier, thefirst fabric part 206 passes through the first stowage encasing 208 viathe first slit 218. In an embodiment, the first stowage encasing 208 mayinclude a first motorized mechanism (not shown in FIG. 2) that iscoupled to the first pair of rollers. The first motorized mechanism maybe configured to activate the first pair of rollers in order to slidethe first stowage encasing 208 over the first fabric part 206. The firstmotorized mechanism, for example, may be an electric motor.

The aircraft sanitization system 200 may further include a first set ofsensors (not shown in FIG. 2) within the first stowage encasing 208. Itmay be noted that the first set of sensors may be configured todetermine complete enclosure of the first portion 202 by the firststowage encasing 208. By way of an example, the first set of sensors mayinclude, but may not be limited to a proximity sensor, a camera, anultrasonic sensor, or the like. Further, the aircraft sanitizationsystem 200 may include a controller (not shown in FIG. 2) that may becommunicatively coupled to each of the first set of UV LEDs 212, thesecond set of UV LEDs 216, the first set of sensors, and the firstmotorized mechanism.

In response to a sanitization activation signal, the controller may beconfigured to instruct the first motorized mechanism to slide over thefirst fabric part 206 to enclose the first stowage encasing 208. Thesanitization activation signal, for example, may be generated once theaircraft has been deboarded and no crew or passenger is on-board theaircraft. Alternatively, the sanitization activation signal may begenerated when the second portion of the safety belt is not insertedinto the first portion 202. In other words, the sanitization activationsignal may be generated when the male portion of the safety belt buckleis removed from the female portion of the safety belt buckle.

Additionally, the controller may be configured to activate each of thefirst set of UV LEDs 212 and the second set of UV LEDs 216 in responseto the first set of sensors establishing complete enclosure of the firstportion 202 by the first stowage encasing 208. After expiration of apredefined time period since activation of the first set of UV LEDs 212and the second set of UV LEDs 216, the controller may also be configuredto instruct the first motorized mechanism to slide over the first fabricpart 206 in order to reveal the first stowage encasing 208. In someembodiments, the controller may be configured to deactivate each of thefirst set of UV LEDs 212 and the second set of UV LEDs 216 in responseto the first set of sensors establishing partial enclosure of the firstportion 202 by the first stowage encasing 208. In other words, ifsomeone tries to pull out the first portion 202 currently enclosed bythe first stowage encasing 208, the controller may deactivate each ofthe first set of UV LEDs 212 and the second set of UV LEDs 216. Thecontroller may also be configured to deactivate each of the first set ofUV LEDs 212 and the second set of UV LEDs 216 in response to the firstset of sensors detecting any motion. It will be apparent to a personskilled in the art that the aircraft sanitization system 200 may not belimited to an aircraft and may be implemented in trains, buses, cars,trucks, or any vehicle thereof. The aircraft sanitization system 200 mayalso be implemented in public use areas, for example, cinema halls,malls, etc.

Referring now to FIG. 3, multiple views of an aircraft sanitizationsystem 300 for sanitizing a second portion 302 of a safety belt isillustrated, in accordance with an exemplary embodiment. The safety beltmay be the safety belt 112 of the aircraft cabin 100. The multiple viewsof the aircraft sanitization system 300 may include a perspective view304 a, a top view 304 b, a front view 304 c, and a side view 304 d. Theperspective view 304 a illustrates the second portion 302 affixed to asecond fabric part 306 of the safety belt. Further, the aircraftsanitization system 300 may include a second stowage encasing 308configured to enclose the second portion 302. The second stowageencasing 308 may include a second inner wall 310 and a third set of UVLEDs 312. It may be noted that the second inner wall 310 may beconfigured to surround the second portion 302. The third set of UV LEDs312 may be affixed to the second inner wall 310. It may be noted thatthe third set of UV LEDs 312 is configured to sanitize the secondportion 302. In some embodiments, the third set of UV LEDs 312 mayinclude at least one UV-C LED.

In some embodiments, the second stowage encasing 308 includes a secondslit 314 (depicted in the side view 304 d) configured to receive thesecond fabric part 306. In other words, the second fabric part 306passes through the second slit 314 and is affixed to the second portion302. Further, the second slit 314 may include a second pair of rollers(not shown in FIG. 3) that may cooperate with the second fabric part306. In other words, the second pair of rollers enable the secondstowage encasing 308 to slide over the second fabric part 306 to enclosethe second portion 302. The second fabric part 306 passes through thesecond stowage encasing 308 via the second slit 314. In an embodiment,the second stowage encasing 308 may include a second motorized mechanism(not shown in FIG. 3) that is coupled to the second pair of rollers. Thesecond motorized mechanism may be configured to activate the second pairof rollers in order to slide the second stowage encasing 308 over thesecond fabric part 306. The second motorized mechanism, for example, maybe an electric motor.

The aircraft sanitization system 300 may further include a second set ofsensors (not shown in FIG. 3) within the second stowage encasing 308. Itmay be noted that the second set of sensors may be configured todetermine complete enclosure of the second portion 302 by the secondstowage encasing 308. By way of an example, the second set of sensorsmay include, but may not be limited to a proximity sensor, a camera, anultrasonic sensor, or the like. The aircraft sanitization system 300 mayalso include a controller (not shown in FIG. 3) that is communicativelycoupled to each of the third set of UV LEDs 312, the second set ofsensors, and the second motorized mechanism. The controller may beconfigured to instruct the second motorized mechanism to slide over thesecond fabric part 306 to enclose the second stowage encasing 308, inresponse to a sanitization activation signal, which has been discussedin detail in FIG. 2.

Additionally, the controller may be configured to activate the third setof UV LEDs 312 in response to the second set of sensors establishingcomplete enclosure of the second portion 302 by the second stowageencasing 308. The controller may also be configured to instruct thesecond motorized mechanism to slide over the second fabric part 306 toreveal the second stowage encasing 308 after expiry of a predefined timeperiod. In some embodiments, the controller may be configured todeactivate the third set of UV LEDs 312 in response to the second set ofsensors establishing partial enclosure of the second portion 302 by thesecond stowage encasing 308. In other words, if someone tries to pullout the second portion 302 currently enclosed by the second stowageencasing 308, the controller may deactivate the third set of UV LEDs312. The controller may also be configured to deactivate the third setof UV LEDs 312 in response to the second set of sensors detecting anymotion. It will be apparent to a person skilled in the art that theaircraft sanitization system 300 may not be limited to an aircraft andmay be implemented in trains, buses, cars, trucks, or any vehiclethereof. The aircraft sanitization system 300 may also be implemented inpublic use areas, for example, cinema halls, malls, etc.

Referring now to FIG. 4, multiple views of an exemplary aircraftsanitization system 400 for sanitizing a tray 402 is illustrated, inaccordance with an exemplary embodiment. The multiple views of theaircraft sanitization system 400 may include a perspective view 404 a, atop view 404 b, a front view 404 c, a top view 404 d, a front view 404e, a closed side view 404 f, and an open side view 404 g. The aircraftsanitization system 400 may include a frame 406 and the tray 402. In anembodiment, the frame 406 may be affixed on a rear surface of apassenger seat (for example, the passenger seat 104 a) in the aircraftcabin 100. In another embodiment, the frame may be affixed to a wall ofthe aircraft cabin.

The tray 402 may be operatively coupled to at least first two corners(for example, corners 406 a and 406 b) of the frame 406 and may berotatable about a pivot axis 408 (that crosses the corners 406 a and 406b). It may be noted that the tray 402 may be configured to be in alocked state and/or an unlocked state based on rotation about the pivotaxis 408. It may also be noted that in the unlocked state, the tray 402is at an angle greater than zero with respect to the frame 406 and inthe locked state, the tray 402 is at an angle equal to zero with respectto the frame 406. The tray 402 is illustrated in the unlocked state ineach of the top view 404 d, the front view 404 e, and the side view 404f. The tray 402 is illustrated in the unlocked state in each of theperspective view 404 a, the top view 404 b, the front view 404 c, andthe side view 404 g.

The aircraft sanitization system 400 may further include a set of UVLEDs 410 attached on an exposed surface of the frame 402. The tray 402,in the locked state, may be facing the exposed surface of the frame 402.It may be noted that the set of UV LEDs 410 may be configured tosanitize the tray 402 when the tray 402 is in the locked state. In someembodiments, the set of UV LEDs 410 may include at least one UV-C LED.The frame 406 may include at least one switch (for example, a switch 412a and a switch 412 b) located on an outer periphery of the frame 406. Itmay be noted that in the locked state, the tray 402 encloses andactivates each of the at least one switch. The frame 406 may alsoinclude a latch 414 that may cooperate with the tray 402. It may benoted that in the locked state the latch 414 may engage with the tray402 and in the unlocked state the latch 414 may disengage the tray 402.To this end, the tray 402 may be provided with an indentation, cavity,or a protrusion, which the latch 414 may engage with in the lockedstate.

The frame 406 may include a controller that may be communicativelycoupled to the at least one switch and the latch 414. The controller mayactivate the set of UV LEDs 410, when a set of conditions are met. Itmay be noted that the set of conditions may include each of the tray 402being in the locked state, the at least one switch being activated, andthe latch 414 engaging the tray 402. In some embodiments, the frame 406may also include at least one sensor that may be configured to generatea deactivation signal based on a predefined criterion. By way of anexample, the predefined criterion may be transition of the tray 402 fromthe locked state to the unlocked state. By way of another example, thepredefined criterion may be detection of motion or a body part of ahuman. The controller may be communicatively coupled to the least onesensor. The controller may thus be configured to deactivate the set ofUV LEDs 410 in response to the deactivation signal generated by the atleast one sensor. It may be noted that the at least one sensor may belocated at the outer periphery of the frame 406 and may be enclosed bythe tray 402 in the locked state. It will be apparent to a personskilled in the art that the aircraft sanitization system 400 may not belimited to an aircraft and may be implemented in trains, buses, cars,trucks, or any vehicle thereof. The aircraft sanitization system 400 mayalso be implemented in public use areas, for example, cinema halls,malls, etc.

Referring now to FIG. 5, multiple views of an aircraft sanitizationsystem 500 for sanitizing a tray 502 is illustrated, in accordance withanother embodiment. in the multiple views include a perspective view 504a, a perspective view 504 b, a front view 504 c, and a side view 504 d.The aircraft sanitization system 500 may include an armrest 506 of apassenger seat. By way of an example, the passenger seat may be thepassenger seat 102 a of the aircraft cabin 100. The armrest 506 mayinclude a pocket 508 and a top lid 510. It may be noted that the pocket508 may be configured to store the tray 502. It may also be noted thatthe top lid 510 may be configured to cover the pocket 508 once the tray502 is enclosed within the pocket 508. Further, the aircraftsanitization system 500 may include a retractable mechanism 506 a thatis enclosed in the pocket 508. It may be noted that a first end (notshown in FIG. 5) of the retractable mechanism 506 a is removablyattached to the tray 502 and a second end (not shown in FIG. 5) ofretractable mechanism is fixed within the pocket 508. The retractablemechanism 506 a may be configured to extract the tray 502 from thepocket 508 in an open state. It may be noted that in the open state thetray 502 may be at least partially outside the pocket 508. Additionally,the retractable mechanism 506 a may be configured to retract the tray502 into the pocket 508 in a closed state. It may be noted that in theclosed state the tray 502 may be completely inside the pocket 508. Thetray 502 is illustrated in an open state in the perspective view 504 aand in a closed state in the perspective view 504 b.

Further, the aircraft sanitization system 500 may include a first set ofUV LEDs 512 affixed on each inner wall of the pocket 508. The first setof UV LEDs 512 may be configured to sanitize each surface of tray 502,when the tray 502 is in the closed state. In some embodiments, the firstset of UV LEDs 512 may include at least one UV-C LED. In an embodiment,a first end (not shown in FIG. 5) of the top lid 510 may be hinged tothe armrest 506 to enable rotation of the top lid 510 about a pivot axisand a second end (not shown in FIG. 5) of the top lid 510 may cooperatewith the armrest 506 to enable the closed state and the open state.Further, the aircraft sanitization system 500 may include at least oneswitch (not shown in FIG. 5) located on the armrest 506. It may be notedthat each of the at least one switch is configured to be enclosed andactivated by the top lid 510 in the closed state. Additionally, each ofthe at least one switch is configured to be disclosed and deactivated bythe top lid 510 in the open state.

The aircraft sanitization system 500 may further include a lockingmechanism (not shown in FIG. 5). It may be noted that the lockingmechanism may be configured to cooperate with the second end of the toplid 510 to enable the closed state and the open state. The lockingmechanism may engage with the top lid 510 in the closed state and maydisengage with the top lid 510 in the open state. Further, the aircraftsanitization system 500 may include a controller (not shown in FIG. 5)that may be communicatively coupled to each of the at least one switchand the locking mechanism. It may be noted that the controller may beconfigured to activate the first set of UV LEDs 512, when each of the atleast one switch is activated and the locking mechanism engages the toplid 510 in the closed state.

In an embodiment, the aircraft sanitization system 500 may include atleast one sensor configured to generate a deactivation signal inresponse to a predefined criterion. By way of an example, the predefinedcriterion may be transition of the tray 502 from the locked state to theunlocked state. By way of another example, the predefined criterion maybe detection of motion or a body part of a human. The controller may becommunicatively coupled to the at least one sensor. It may be noted thatthe controller may further be configured to deactivate the first set ofUV LEDs 512 in response to the deactivation signal generated by the atleast one sensor. It will be apparent to a person skilled in the artthat the aircraft sanitization system 500 may not be limited to anaircraft and may be implemented in trains, buses, cars, trucks, or anyvehicle thereof. The aircraft sanitization system 500 may also beimplemented in public use areas, for example, cinema halls, malls, etc.

Referring now to FIG. 6, multiple views of an aircraft sanitizationsystem 600 for sanitizing a foldable tray 602 is illustrated, inaccordance with an exemplary embodiment. The multiple views include aperspective view 604 a, a perspective view 604 b, a front view 604 c,and a side view 604 d. The aircraft sanitization system 600 may includean armrest 606 of a passenger seat. The passenger seat may be thepassenger seat 102 a of the aircraft cabin 100. The armrest 606 mayinclude a pocket 608 and a top lid 610. It may be noted that the pocket608 may be configured to store the foldable tray 602. It may also benoted that the top lid 610 may be configured to cover the pocket 608.The foldable tray 602 may include a plurality of portions (for example,a portion 612 a and a portion 612 b) hinged to each other. Additionally,at least one of the plurality of portions may be foldable around anassociated pivot axis 614 over the remaining plurality of portions.Further, the aircraft sanitization system 600 may include a retractablemechanism 606 a enclosed in the pocket 608. It may be noted that a firstend (not shown in FIG. 6) of the retractable mechanism 606 a may beremovably attached to the foldable tray 602 and a second end ofretractable mechanism 606 a (not shown in FIG. 6) may be fixed withinthe pocket 608. The retractable mechanism 606 a may be configured toextract the foldable tray 602 from the pocket 608 in an open state. Itmay be noted that in the open state the foldable tray 602 may be atleast partially outside the pocket 608. Additionally, the retractablemechanism 606 a may be configured to retract the foldable tray 602 intothe pocket 608 in a closed state. It may be noted that in the closedstate the foldable tray 602 may be completely inside the pocket 608. Thefoldable tray 602 is illustrated in an open state in the perspectiveview 604 a and in a closed state in the perspective view 604 b.

The aircraft sanitization system 600 may further include a first set ofUV LEDs 616 affixed on each inner wall of the pocket 608. The first setof UV LEDs 616 may be configured to sanitize each surface of thefoldable tray 602, when the foldable tray 602 is in the closed state. Insome embodiments, the first set of UV LEDs 616 may include at least oneUV-C LED. In an embodiment, a first end (not shown in FIG. 6) of the toplid 610 may be hinged to the armrest 606 to enable rotation of the toplid 610 about a pivot axis and a second end (not shown in FIG. 6) of thetop lid 610 may cooperate with the armrest 606 to enable the closedstate and the open state. Further, the aircraft sanitization system 600may include at least one switch (not shown in FIG. 6) located on thearmrest 606. It may be noted that each of the at least one switch may beconfigured to be enclosed and activated by the top lid 610 in the closedstate. Additionally, each of the at least one switch may be configuredto be disclosed and deactivated by the top lid 610 in the open state.

Further, the pocket 608 may include at least one tongue (for example, atongue 618) located between inner walls of the pocket 608. A second setof UV LEDs (not shown in FIG. 6) may be attached to each face of the atleast one tongue. It may be noted that the second set of UV LEDs may beconfigured to sanitize at least one of the plurality of portions of thefoldable tray 602. By way of an example, the portion 612 a may befoldable around the pivot axis 614 over the portion 612 b, such that,when the foldable tray 602 may be in a closed state, the foldable tray602 may be completely inside the pocket 608 and the portion 612 a may befolded over such that an angle formed by each of edges of the portion612 a with a corresponding edge of the portion 612 b may be a zeroangle. Further, in the closed state, the tongue 618 may be locatedbetween the portion 612 a and the portion 612 b. The second set of UVLEDs may be attached on each face of the tongue 618 and may beconfigured to sanitize a surface of each of the portion 612 a and theportion 612 b of the foldable tray 602.

The aircraft sanitization system 600 may include a locking mechanism(not shown in FIG. 6). It may be noted that the locking mechanism may beconfigured to cooperate with the second end of the top lid 610 to enablethe closed state and the open state. The locking mechanism may engagewith the top lid 610 in the closed state and may disengage with the toplid 610 in the open state. Further, the aircraft sanitization system 600may include a controller that may be communicatively coupled to each ofthe at least one switch and the locking mechanism. It may be noted thatthe controller may be configured to activate the first set of UV LEDs616 and the second set of UV LEDs, when each of the at least one switchis activated and the locking mechanism engages the top lid 610 in theclosed state. In an embodiment, the aircraft sanitization system 600 mayinclude at least one sensor configured to generate a deactivation signalin response to a predefined criterion. By way of an example, thepredefined criterion may be transition of the foldable tray 602 from thelocked state to the unlocked state. By way of another example, thepredefined criterion may be detection of motion or a body part of ahuman. The controller may be communicatively coupled to the at least onesensor. It may be noted that the controller may further be configured todeactivate the first set of UV LEDs 616 and the second set of UV LEDs inresponse to the deactivation signal generated by the at least onesensor. It will be apparent to a person skilled in the art that theaircraft sanitization system 600 may not be limited to an aircraft andmay be implemented in trains, buses, cars, trucks, or any vehiclethereof. The aircraft sanitization system 600 may also be implemented inpublic use areas, for example, cinema halls, malls, etc.

Referring now to FIG. 7, multiple views of an aircraft sanitizationdevice 700 for sanitizing a handle 702 of an overhead storage bin 704 isillustrated, in accordance with an exemplary embodiment. The overheadstorage bin 704 may be analogous to the overhead storage bin 108 of theaircraft cabin 100. The multiple views of the aircraft sanitizationsystem 700 may include a perspective view 706 a, a front view 706 b, afront view 706 c of the handle 702, a bottom view 706 d of the handle702, and a side view 706 e. The aircraft sanitization device 700 mayinclude a curved enclosure 708 operatively coupled to a first surface710 of an enclosed area, which is the overhead storage bin 704 in thiscase. At a first position, the curved enclosure 708 at least partiallyencloses the handle 702 affixed to the first surface 710. The firstposition is illustrated in each of the perspective view 706 a, the frontview 706 b, the front view 706 c of the handle 702, the bottom view 706d of the handle, and the side view 706 e. Further, the handle 702 mayenable access to the enclosed area. Further, the curved enclosure 708may include an inner surface 712 facing the first surface 710 at thefirst position of the curved enclosure 708. Additionally, the curvedenclosure 708 may include an outer surface 714 facing away from thefirst surface 710 at the first position.

The aircraft sanitization device 700 may also include a set of UV LEDs716 affixed to the inner surface 712. It may be noted that the set of UVLEDs 716 may be configured to sanitize the handle 702. In someembodiments, the set of UV LEDs 716 may include at least one UV-C LED.Further, the aircraft sanitization device 700 may include at least oneswitch placed on at least one of the first surface 710 and a secondsurface (not shown in FIG. 7) of the enclosed area. It may be noted thateach of the at least one switch is activated in a closed state of theenclosed area and each of the at least one switch is deactivated in anopen state of the enclosed area. Further, the aircraft sanitizationdevice 700 may include at least one locking mechanism (not shown in FIG.7). The at least one locking mechanism may be configured to engage withthe first surface 710 in the closed state and disengage with the firstsurface 710 in the open state. Further, the aircraft sanitization device700 may include a controller communicatively coupled to each of the setof UV LEDs 716, the at least one switch, and the at least one lockingmechanism. The controller may be configured to activate the set of UVLEDs 716, when each of the at least one switch is activated and thelocking mechanism engages the first surface 710 in the closed state.

The aircraft sanitization device 700 may further include at least onesensor (not shown in FIG. 7) affixed to the inner surface 712 of thecurved enclosure 708 and configured to generate a deactivation signalbased on a predefined criterion. By way of an example, the predefinedcriterion may include detection of a body part of a user. It may benoted that the controller may be communicatively coupled to the at leastone sensor. It may also be noted that the controller may be furtherconfigured to deactivate the set of UV LEDs 716 based on thedeactivation signal generated by the at least one sensor. In anembodiment, the set of UV LEDs 716 may be affixed to the first surface710 and may be configured to sanitize the inner surface 712 of thecurved enclosure 708. In another embodiment, the curved enclosure 708may be equivalent to the handle 702 of the overhead storage bin 704. Itwill be apparent to a person skilled in the art that the aircraftsanitization device 700 may not be limited to an aircraft and may beimplemented in trains, buses, cars, trucks, or any vehicle thereof. Theaircraft sanitization device 700 may also be implemented in public useareas, for example, cinema halls, malls, etc.

Referring now to FIG. 8, multiple views of an aircraft sanitizationdevice 800 for sanitizing a handle 802 of an overhead storage bin 804 isillustrated, in accordance with an another exemplary embodiment. Theoverhead storage bin 804 may be analogous to the overhead storage bin108 of the aircraft cabin 100. The multiple views of the aircraftsanitization system 800 include a perspective view 806 a, a side view806 b, and a side view 806 c. The aircraft sanitization device 800 mayinclude a curved enclosure 808 operatively coupled to a first surface810 of an enclosed area, which is the overhead storage bin 804 in thiscase. At a first position, the curved enclosure 808 at least partiallyencloses the handle 802 affixed to the first surface 810, which mayenable access to the enclosed area. In this exemplary embodiment, thecurved enclosure 908 remains in the first position only. The firstposition is illustrated in the side view 806 b. Further, the curvedenclosure 808 may include an inner surface 812 facing the first surface810 at the first position of the curved enclosure 808. The curvedenclosure 808 may also include an outer surface 814 facing away from thefirst surface 810 at the first position.

The aircraft sanitization device 800 may include a set of UV LEDs 816affixed to the inner surface 812. It may be noted that the set of UVLEDs 816 may be configured to sanitize the handle 802. In someembodiments, the set of UV LEDs 816 may include at least one UV-C LED.The aircraft sanitization device 800 may also include at least oneswitch (not shown in FIG. 8) placed on at least one of the first surface810 and a second surface of the enclosed area. It may be noted that eachof the at least one switch is activated in a closed state of theenclosed area and each of the at least one switch is deactivated in anopen state of the enclosed area. The closed state is illustrated in theside view 806 b and the open state is illustrated in the side view 806c.

The aircraft sanitization device 800 may also include at least onelocking mechanism (not shown in FIG. 8). The at least one lockingmechanism may be configured to engage with the first surface 810 in theclosed state and disengage with the first surface 810 in the open state.The aircraft sanitization device 800 may include a controllercommunicatively coupled to each of the set of UV LEDs 816, the at leastone switch, and the at least one locking mechanism. The controller maybe configured to activate the set of UV LEDs 816, when each of the atleast one switch is activated and the locking mechanism engages thefirst surface 810 in the closed state.

In order to move the curved enclosure 808 from the first position to atleast one of a second position and at least one intermediate position,the aircraft sanitization device 800 may include a rotating mechanism818 that may be operatively coupled to the curved enclosure 808 and maybe configured to move the curved enclosure 808. The rotating mechanism818 is illustrated in each of the side view 806 b and the side view 806c. At the second position, the curved enclosure 808 completely disclosesthe handle 802 and at each of the at least one intermediate position,the curved enclosure 808 partially discloses the handle 802. In anembodiment, the first surface 810 of the enclosed area may include aslit 820 to enable movement of the curved enclosure 808 through thefirst surface 810 between the first position, the second position, andat least one intermediate position. The slit 820 is illustrated in eachof the side view 806 b and the side view 806 c. It may be noted thecontroller may be communicatively coupled to the rotating mechanism.Further, the controller may be configured to instruct the rotatingmechanism 818 to move the curved enclosure 808 to the first position,when each of the at least one switch is activated and the lockingmechanism engages the first surface 810 in the closed state.Additionally, the controller may configured to instruct the rotatingmechanism 818 to move the curved enclosure 808 to one of the secondposition and the at least one intermediate position, when at least oneof the at least one switch is deactivated and the locking mechanismdisengages the first surface 810.

The aircraft sanitization device 800 may further include at least onesensor affixed to the inner surface 812 of the curved enclosure 808 andmay be configured to generate a deactivation signal based on apredefined criterion. By way of an example, the predefined criterion mayinclude detection of a body part of a user. It may be noted that thecontroller may be communicatively coupled to the at least one sensor. Itmay also be noted that the controller may further be configured todeactivate the set of UV LEDs 816 based on the deactivation signalgenerated by the at least one sensor. It will be apparent to a personskilled in the art that the aircraft sanitization device 800 may not belimited to an aircraft and may be implemented in trains, buses, cars,trucks, or any vehicle thereof. The aircraft sanitization device 800 mayalso be implemented in public use areas, for example, cinema halls,malls, etc.

Referring now to FIG. 9, multiple views of a sanitization device 900 forsanitizing a handle 902 is illustrated, in accordance with an exemplaryembodiment. The handle 902 may be affixed to a door 904, which may beused to open or close an enclosed area such as a lavatory (for example,the lavatory 110 of the aircraft cabin 100), an exit, an emergency exit,a cockpit, a galley, or the like. The multiple views of the aircraftsanitization system 900 may include a perspective view 906 a, a frontview 906 b, a side view 906 c, and a bottom view 906 d. The aircraftsanitization device 900 may include a curved enclosure 908 operativelycoupled to a first surface 910 of the enclosed area. The first surface910 is illustrated in each of the perspective view 906 a, the side view906 c, and the bottom view 906 d. At a first position, the curvedenclosure 908 at least partially encloses the handle 902 affixed to thefirst surface 910. In this exemplary embodiment, the curved enclosure908 remains in the first position only. The handle 902 may enable accessto the enclosed area. Further, the curved enclosure 908 may include aninner surface 912 facing the first surface 910 at the first position ofthe curved enclosure 908 and an outer surface 914 facing away from thefirst surface 910 at the first position.

The aircraft sanitization device 900 may further include a set of UVLEDs 916 affixed to the inner surface 912. It may be noted that the setof UV LEDs 916 may be configured to sanitize the handle 902. In someembodiments, the set of UV LEDs 916 may include at least one UV-C LED.The set of UV LEDs 916 is illustrated in the bottom view 906 d. Further,the aircraft sanitization device 900 may include at least one switch(not shown in FIG. 9) placed on at least one of the first surface 910and a second surface of the enclosed area. It may be noted that each ofthe at least one switch is activated in a closed state of the enclosedarea and each of the at least one switch is deactivated in an open stateof the enclosed area. By way of an example, when the enclosed area is alavatory, a switch may be located, such that, on closure of the door ofthe lavatory the switch is activated and upon opening the door theswitch is deactivated.

The aircraft sanitization device 900 may additionally include at leastone locking mechanism (not shown in FIG. 9). The at least one lockingmechanism may be configured to engage with the first surface 910 in theclosed state and disengage with the first surface 910 in the open state.By way of an example, when the enclosed area is a lavatory, a lockingmechanism may be a sliding latch that may be slid in one horizontaldirection to close the door and in the opposite horizontal direction toopen the door. The aircraft sanitization device 900 may also include acontroller that may be communicatively coupled to each of the set of UVLEDs 916, the at least one switch, and the at least one lockingmechanism. The controller may be configured to activate the set of UVLEDs 916, when each of the at least one switch is activated and thelocking mechanism engages the first surface 910 in the closed state.

The aircraft sanitization device 900 may further include at least onesensor affixed to the inner surface 912 of the curved enclosure 908 andmay be configured to generate a deactivation signal based on apredefined criterion. By way of an example, the predefined criterion mayinclude detection of a body part of a user. It may be noted that thecontroller may be communicatively coupled to the at least one sensor. Itmay also be noted that the controller may be further configured todeactivate the set of UV LEDs 916 based on the deactivation signalgenerated by the at least one sensor. It will be apparent to a personskilled in the art that the aircraft sanitization device 900 may not belimited to an aircraft and may be implemented in trains, buses, cars,trucks, or any vehicle thereof. The aircraft sanitization device 900 mayalso be implemented in public use areas, for example, cinema halls,malls, etc.

Referring now to FIG. 10, multiple views of an aircraft sanitizationdevice 1000 for sanitizing a handle 1002 is illustrated, in accordancewith an exemplary embodiment. The handle 1002 may be affixed to a door1004. The door may be configured to open or close an enclosed area suchas a lavatory (for example, the lavatory 110 of the aircraft cabin 100),an exit, an emergency exit, a cockpit, a galley, or the like. Themultiple views of the aircraft sanitization system 1000 may include aperspective view 1006 a, a side view 1006 b, and a side view 1006 c. Theaircraft sanitization device 1000 may include a curved enclosure 1008operatively coupled to a first surface 1010 of the enclosed area. At afirst position, the curved enclosure 808 may at least partially enclosethe handle 1002 affixed to the first surface 1010, which enable accessto the enclosed area. The first position is illustrated in the side view1006 b. The curved enclosure 1008 may include an inner surface 1012facing the first surface 1010 at the first position of the curvedenclosure 1008 and an outer surface 1014 facing away from the firstsurface 1010 at the first position.

The aircraft sanitization device 1000 may include a set of UV LEDs 1016affixed to the inner surface 1012. It may be noted that the set of UVLEDs 1016 may be configured to sanitize the handle 1002. In someembodiments, the set of UV LEDs 1016 may include at least one UV-C LED.The inner surface 1012 and the set of UV LEDs 1016 are illustrated ineach of the side view 1006 b and the side view 1006 c. The aircraftsanitization device 1000 may include at least one switch placed on atleast one of the first surface 1010 and a second surface of the enclosedarea. It may be noted that each of the at least one switch is activatedin a closed state of the enclosed area and each of the at least oneswitch is deactivated in an open state of the enclosed area. By way ofan example, when the enclosed area is a lavatory, a switch may belocated, such that, on closure of the door of the lavatory the switch isactivated and upon opening the door the switch is deactivated. Theclosed state is illustrated in the side view 1006 b and the open stateis illustrated in the side view 1006 c. The aircraft sanitization device1000 may include at least one locking mechanism. The at least onelocking mechanism may be configured to engage with the first surface1010 in the closed state and disengage with the first surface 1010 inthe open state. By way of an example, when the enclosed area is alavatory, a locking mechanism may be a sliding latch that may be slid inone horizontal direction to close the door and in the oppositehorizontal direction to open the door. Further, the aircraftsanitization device 1000 may include a controller (not shown in FIG. 10)communicatively coupled to each of the set of UV LEDs 1016, the at leastone switch, and the at least one locking mechanism. The controller maybe configured to activate the set of UV LEDs 1016, when each of the atleast one switch is activated and the locking mechanism engages thefirst surface 1010 in the closed state.

The aircraft sanitization device 1000 may further include a rotatingmechanism 1018 operatively coupled to the curved enclosure 1008 andconfigured to move the curved enclosure 1008 from the first position toat least one of a second position and at least one intermediateposition. The rotating mechanism 1018 is illustrated in each of the sideview 1006 b and the side view 1006 c. At the second position, the curvedenclosure 1008 completely discloses the handle 1002 and at each of theat least one intermediate position the curved enclosure 1008 partiallydiscloses the handle 1002. In an embodiment, the first surface 1010 ofthe enclosed area may include a slit 1020 to enable movement of thecurved enclosure 1008 through the first surface 1010 between the firstposition, the second position, and at least one intermediate position.The slit 1020 is illustrated in each of the side view 1006 b and theside view 1006 c. The movement of the curved enclosure 1008 may bethrough the rotating mechanism 1018.

The controller may be communicatively coupled to the rotating mechanism1018 and may be configured to instruct the rotating mechanism 1018 tomove the curved enclosure 1008 to the first position, when each of theat least one switch is activated and the locking mechanism engages thefirst surface 1010 in the closed state. In contrast, the controller mayconfigured to instruct the rotating mechanism 1010 to move the curvedenclosure 1008 to one of the second position and the at least oneintermediate position, when at least one of the at least one switch isdeactivated and the locking mechanism disengages the first surface 1010.

The aircraft sanitization device 1000 may include at least one sensoraffixed to the inner surface 1012 of the curved enclosure 1008 and maybe configured to generate a deactivation signal based on a predefinedcriterion. By way of an example, the predefined criterion may includedetection of a body part of a user. It may be noted that the controllermay be communicatively coupled to the at least one sensor. It may alsobe noted that the controller may be further configured to deactivate theset of UV LEDs 1016 based on the deactivation signal generated by the atleast one sensor. It will be apparent to a person skilled in the artthat the aircraft sanitization device 1000 may not be limited to anaircraft and may be implemented in trains, buses, cars, trucks, or anyvehicle thereof. The aircraft sanitization device 1000 may also beimplemented in public use areas, for example, cinema halls, malls, etc.

As will further be appreciated by those skilled in the art, currentsanitization systems lack the mechanism to effectively sanitize surfacesin an aircraft with passengers and crew members on board. The techniquesdescribed above provide for sanitizing surfaces in an aircraft. Inparticular, the above techniques provide for sanitizing surfaces in anaircraft through a plurality of sets of UV LEDs. Surfaces such as atray, a lavatory door handle, or an overhead storage bin handle may besanitized with passengers and crew members on board using the abovetechniques. The techniques provide for effective means of preventing UVlight radiations from contacting a body part of a user. Surfaces such aslocking portions of safety belts may be sanitized before or after aflight in absence of passengers and crew members. The techniques provideenclosures such as stowage encasings for storing the locking portions ofsafety belts, frames and pockets for storing trays, and curvedenclosures for covering handles. Each of the plurality of sets of UVLEDs is affixed inside such enclosures. Further, the techniques employsensors to detect presence of the body part of the user within theenclosures. The sensors activate the UV LEDs in closed or locked statesof the surfaces to prevent the UV light radiations from contacting thebody part of the user. The above mentioned techniques may be used inconjunction with existing state of the art techniques employing UV LEDsfor sanitizing air released from air ducts of air conditioning systemsin the aircraft, interiors of the lavatory, interiors of aircraft cabin,hand-held devices (for example, in-flight entertainment controllers),and the like.

The specification has described aircraft sanitization systems anddevices. The illustrated steps are set out to explain the exemplaryembodiments shown, and it should be anticipated that ongoingtechnological development will change the manner in which particularfunctions are performed. These examples are presented herein forpurposes of illustration, and not limitation. Further, the boundaries ofthe functional building blocks have been arbitrarily defined herein forthe convenience of the description. Alternative boundaries can bedefined so long as the specified functions and relationships thereof areappropriately performed. Alternatives (including equivalents,extensions, variations, deviations, etc., of those described herein)will be apparent to persons skilled in the relevant art(s) based on theteachings contained herein. Such alternatives fall within the scope andspirit of the disclosed embodiments.

Furthermore, one or more computer-readable storage media may be utilizedin implementing embodiments consistent with the present disclosure. Acomputer-readable storage medium refers to any type of physical memoryon which information or data readable by a processor may be stored.Thus, a computer-readable storage medium may store instructions forexecution by one or more processors, including instructions for causingthe processor(s) to perform steps or stages consistent with theembodiments described herein. The term “computer-readable medium” shouldbe understood to include tangible items and exclude carrier waves andtransient signals, i.e., be non-transitory. Examples include randomaccess memory (RAM), read-only memory (ROM), volatile memory,nonvolatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, andany other known physical storage media.

It is intended that the disclosure and examples be considered asexemplary only, with a true scope and spirit of disclosed embodimentsbeing indicated by the following claims.

What is claimed is:
 1. An aircraft sanitization system comprising: aframe; a tray operatively coupled to at least first two corners of theframe and is rotatable about a pivot axis, wherein the tray isconfigured to be in one of a locked state and an unlocked state based onrotation about the pivot axis, and wherein, in the unlocked state thetray is at an angle greater than zero with respect to the frame and inthe locked state the tray is at an angle equal to zero with respect tothe frame; and a set of Ultraviolet (UV) Light Emitting Diodes (LEDs)attached on an exposed surface of the frame, wherein the set of UV LEDsis configured to sanitize the tray when the tray is in the locked state.2. The aircraft sanitization system of claim 1, wherein the framecomprises: at least one switch located on an outer periphery of theframe, wherein, in the locked state, the tray encloses and activateseach of the at least one switch; and a latch cooperating with the tray,wherein in the locked state the latch engages the tray and in theunlocked state the latch disengages the tray.
 3. The aircraftsanitization system of claim 2, wherein the frame further comprises acontroller communicatively coupled to the at least one switch and thelatch, wherein the controller activates the set of UV LEDs, when a setof conditions are met, wherein the set of conditions comprises each of:the tray being in locked state; the at least one switch being activated;and the latch engaging the tray.
 4. The aircraft sanitization system ofclaim 3, wherein the frame further comprises at least one sensorconfigured to generate a deactivation signal based on a predefinedcriterion, and wherein the controller is communicatively coupled to theleast one sensor and is configured to deactivate the set of UV LEDs inresponse to the deactivation signal generated by the at least onesensor, wherein the at least one sensor is located at the outerperiphery of the frame and is enclosed by the tray in the locked state.